Automatic switch.



` No. 826,366. I PATENTED JULY 17, 1906.

G. SCHMITZ. AUTOMATIC SWITCH.

APPLICATION FILED APR. 16. 1906.

2 SHEETS-SHEET 1.

wf/M.

No. 826,366. y PATBNTED JULY 17, 190C. C. SCHMITZ. AUTOMATIC SWITCH.

APPLICATION FILED APR.16. 1906.

2 SHEETS-SHEET 2.

l 3 wun for,

1H: Nanms Psfsks co., wAsHmaroN, n. c.

UNITED STATES PATENT OFFICE.

GERHARD SCHMITZ, OF BYESVILLE, OHIO, ASSIGNOR OF ONE-HALF TO DAVID BAROLAY, OF BYESVILLE, OHIO.

AUTOMATIC SWITCH.

Specification of Letters Patent.

Patented July 17, 1906.

Application led April 16, 1906. Serial No. 311,916.

To a/ w/wm/ it 'may concern:

Be it known that I, GERHARD SCHMITZ, a citizen of the United States, residing at Byesville, in the county of Guernsey and State of Ohio, have invented new and useful Improvements in Automatic Switches, of which the following is a specification.

This invention relates to automatic switches, and more particularly a switch for use in mines in'which a main track is provided for the loaded cars and a siding for the empty cars. With this arrangement of tracks the empty cars are usually shunted to the siding by making a flying switch.

The object of the invention is to facilitate this operation, means being provided whereby the switch is automatically operated by the motor or locomotive.

In the accompanying drawings, Figure 1 is a plan view of the switch and its operating mechanism. Fig. 2 is a side elevation, partly in section. Fig. 3 is a similar view showing the parts in another position. Fig. 4 is a cross-section on the line 4 4 of Fig. 1. Fig. 5 is an elevation of one of the trips hereinafter referred to.

Referring speciiically to the drawings, 10 denotes the rails of the main track, and 11 the rails of the siding. The movable switchrails 12 are carried by the usual switch-bar 13, to one end of which is fastened a switchclosing spring 14. The other end of the switch-bar extends under the outer rail of the main track and beyond said rail, the extremity of the bar being formed with an upstanding flange 15. Between this fiange and the last-mentioned rail is a wedge-bar 16 for actuating the switch. The flange 15 carries a friction-wheel 17, which engages the outer edge of the wedge-bar.

At 18 is'indicated a trip which is located adjacent the outer rail of the main track, on the outside thereof. This trip is in the path of the wheels of the locomotive or motor and actuates the wedge-bar, being connected thereto by links 19 and 20, respectively, the former being secured to the rear end of the bar and the latter to the trip. The object of this loose connection will be explained hereinafter. The trip is in the shape of a link and swings on trunnions 21, extending from its sides and journaled in suitable bearings 22. The link is made heavier or weightedon one end, so that it will be normally in an upright position, and its lower end extends into and swings in a pit 23 in the road-bed.

At 24 is indicated a rock-,shaft which is mounted in suitable bearings on one of the ties 25 of the track and has a cranked portion 26, forming a trip whichextends adjacent the outer rail of the main track, on the outside thereof, in such a position as to be engaged by the wheels of the motor or locomotive. This trip is connected to the wedgebar by a rod 27. To insure the engagement of the wheels with the trips 18 and 26, the rail can be recessed, as shown at 28, into which recesses the trips extend.

The normal position of the parts is as shown in Figs. 1, 2, and 4. In this position the switch is closed and the trip 26 is down and the trip 18 is up. If now a train is approaching the switch with the motor or locomotive in front and it is desired to make a flying switch, the motor is uncoupled a short distance in front of the switch and run ahead at an increased speed. In other words, if the parts are placed in the position shown in Fig. 1 by the motor upon its return trip with loaded cars the wheels of the cars drawn by the motor will swing the trip 18 to the right. This, however, has no effect on the wedgebar and its associate parts by reason of the loose connection between the bar and the trip 18. When the motor-wheels strike the trip 18,l it is swung downwardly to the left, as shown in Fig. 3, and as the trip is connected by the links 19 and 2O to the wedge-bar 16 the latter is pulled forwardly, whereby the switch is opened to enable the cars to run into the siding. The forward movement of the wedge-bar raises the trip 26, as said parts are Athat the trip 26 will not rise until the rear wheel has passed over it.

When the motor is returning` on the main track with loaded cars, the motor-wheels strike the trip 18 and swing it to the right but this movement does not affect the wedgebar because of the loose connection between IOO Q sfasee the said parts. When the motor reaches the trip 26, (which was raised when the switch was opened, as before stated,) the ywheels throw said trip down, and as it is connected to the wedge-bar by the rod 27 said bar is returned to its original position, and the spring 14 then closes the switch. This movement of the wedge-bar also restores the connectinglinks 19 and 20 to their normal position, as shown in Fig. 1, ready to pull the wedge-bar forwardly to open the switch when the trip 18 is again swung to the left on the return trip oi the train. The trip is, however, still free to be swung to the right by the wheels of the cars following behind the motor.

I claim- 1., In an auto matic switch, the combination with movable switch-rails, and a switch-bar, of a wedge operatively engageable with the switch-bar, a car-actuated trip for pulling the wedge in one direction to open the switch, and a second trip for returning the wedge to permit closing ofrthe switch, both trips being located and operable beyond the switch.

2. In an automatic switch, the combination with movable switch-rails, and a switch-bar, of a wedge operatively engageable with the switch-b ar, a normally erect car-actuated trip connected to the wedge to actuate the 'latter and open the switch when said trip is swung in one direction only, a second car-actuated trip, and a connection between said trip and the wedge to swing the trip into operative position when the switch is opened, both of said trips being located and operable beyond the switch.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

GERHARD SCHMITZ.

Witnesses:

L. M. Ross, E. F. MEEK. 

